Regional manufacture and assembly of vehicle and vehicle structure

ABSTRACT

Aspects of regional vehicle assembly are disclosed. A system of regional vehicle assembly includes a regional site, an assembly point-of-sale, and a sales/service point-of-sale. A method comprises aggregating confirmed vehicle orders from the points-of sale; arranging the manufacturing and assembling of a primary vehicle structure and an exterior and interior component at the regional site, based in part on the type of the confirmed vehicle orders, and arranging the delivery of the primary vehicle structure and exterior and interior components to the assembly point-of sale. The method can further include coordinating the assembly point-of-sale to assemble the confirmed vehicle orders.

CROSS-REFERENCE TO RELATED APPLICATION

This is a continuation-in-part of application Ser. No. 15/418,862, filed Jan. 30, 2017, currently pending, by the present inventor and incorporated herein by reference, including its specifications, and which claims the benefit of Provisional Application No. 62/299,428 filed Feb. 24, 2016. Further, Ser. No. 15/418,862 is not admitted to be prior art with respect to the present invention by its mention in the cross-reference section.

FIELD OF THE DISCLOSURE

The present disclosure relates to assembling and distributing a vehicle at the assembly point-of-sale, and more particularly to methods and systems for arranging manufacturing, assembling and delivering a vehicle's primary vehicle structure and the exterior and interior components through the operation of regional sites in proximity to the assembly points-of-sale, eliminating the need for an original equipment manufacturer (OEM), to utilize a conventional assembly plant to manufacture and assemble the vehicle, as is the present industry standard. As defined herein, in the context of the automotive motor vehicle manufacturing and assembly, a vehicle is a complete motor vehicle, that requires no further manufacturing operations to perform its intended function.

As further referred to herein, the primary vehicle structure includes the vehicle's primary cell consisting of, without limitation, a cabin, roof, and storage, and the assembly related primary vehicle structure components including, without limitation, painted closures, hardware, front and rear facias, glazing/glass, painted exterior trim, and sealants, required to assemble the vehicle being defined by the primary vehicle structure manufacturing bill-off-material.

Additionally, as referred to herein, the exterior and interior components include the vehicle's mechanical, electrical and propulsion components and subsystems required to assemble the vehicle being defined by the exterior and interior component manufacturing bill-of-material.

BACKGROUND

It is a widely acknowledged and reported that the global automotive industry's overall return on invested capital is generally below its weighted average cost of capital. This situation is caused in large part by the capital investment required for manufacturing and assembling the vehicle mandated by global regulations including safety requirements, emission, and fuel economy, few of which are uniform throughout the world. Further, this situation will be further exacerbated by changing consumer requirements including automated vehicles, new energy vehicles employing propulsion systems in lieu of internal combustion engines, and ride sharing/ride hailing and other subscription services in lieu of conventional vehicle ownership.

The majority of this capital investment is incurred by the OEM due primarily to conventional process methods used in the vehicle's body-in-white and closures manufacturing and assembly processes within the conventional assembly plant. Accordingly, each OEM generally maintains its own exclusive (i.e. “in-house”) body-in white manufacturing processes rarely shared with other OEMs.

The conventional assembly plant typically is configured to assemble on average 250,000 vehicles per year and consists of three operations, generally in series:

Manufacturing and assembly of the body-in-white including closures (e.g. doors, hood, quarter panels and fenders).

Anti-corrosion protection and painting of the body-in-white including closures, and buffer stock inventory; and

Final vehicle assembly including trim, chassis, functional inspection, and testing.

The body-in-white and closures are generally manufactured, assembled, and painted within the conventional assembly plant and subsequently sequenced and matched with the corresponding exterior and interior components prior to final vehicle assembly. Collectively, these components comprise the overall vehicle component hierarchy and are arranged around an engineering bill-of-material which defines how the components are designed, and is further segmented into a manufacturing bill-of-material, defining how the components and the vehicle are manufactured and assembled, and a service bill-of-material, defining how the components are used while the vehicle is serviced.

The exterior and interior components including the vehicle's mechanical, electrical and propulsion components and subsystems are generally purchased from outside suppliers, commonly referred to as Tier 1's, and system integrator/sequencers, including 3^(rd) party and 4^(th) party logistics, generally designated by the OEMs to deliver the exterior and interior components on a just-in-time or just-in-sequence basis to the conventional assembly plant for final vehicle assembly.

In most cases the manufacturing and assembly processes for the body-in-white and closures, comprises a capital-intensive system layout consisting of stamping, welding, framing, assembly, corrosion protection and final painting, repair and repainting (if required), and disassembly of certain closures (e.g. doors) for parallel subassembly prior to final vehicle assembly.

In the United States, because of decades old individual state franchise laws, virtually all vehicles whether assembled locally or imported, must be sold and warranty serviced through an OEM's contracted independent franchise dealer. Customers generally have two options when purchasing a vehicle (i.e. buying, leasing or subscription) however they generally cannot purchase direct from an OEM. These options include a custom order or purchasing from an independent franchise dealer's inventory.

A custom order involves configuring an order based upon a preferred vehicle profile, submitting the order to determine if can be assembled (i.e. parts availability, build combination, stop orders, etc.), and then subsequently confirming the order either directly with an independent franchise dealer, or with the OEM. Buying from inventory, the most common method, involves selecting a vehicle from an existing independent franchise dealer vehicle inventory. This inventory is determined by a vehicle allocation process managed by the OEM which allows it to efficiently assemble vehicles and is determined in large part by the number of vehicles the independent franchise dealer sells. Allocated orders are verified through an OEM specific computerized vehicle ordering system (e.g. dealer management system), which not only allows the independent franchise dealer to verify vehicle models and options, but also to check on the status of allocated and/or custom vehicle orders already in process at the conventional assembly plant.

The distribution of vehicle orders, encompassed within an outbound distribution system including delivery, inventory holding, and associated marketing and selling expenses, can account for a significant cost of the new vehicle approximating 20%-30%. Typically, vehicles are delivered by rail when the independent franchise dealer is more than one day away from the conventional assembly plant and by truck if the delivery distance is less than one day.

In certain situations an OEM may utilize a contract manufacturer to assemble niche or low volume vehicles outside of the OEM's conventional assembly plant. In this case, the OEM may manage vehicle design and material procurement processes while the contract manufacturer generally will manage the logistics process, assembling, test and delivery of the vehicles through the normal OEM's outbound distribution system.

Introducing new methods and systems by separating the manufacturing and assembly of the primary vehicle structure and exterior and interior components at regional sites, and the vehicle assembly at assembly points-of-sale, the embodiments provide new ways to reduce order-to-delivery time and improve capital efficiency within the automotive industry.

BRIEF DESCRIPTION OF DRAWINGS

Many aspects of the present disclosure can be better understood with reference to the following drawings. The components in the drawings are not necessarily to scale, with emphasis instead being placed upon clearly illustrating the principles of the disclosure. Moreover, in the drawings, reference numerals designate corresponding parts throughout the several views.

FIG. 1 illustrates the regional vehicle assembly according to various embodiments of the present disclosure.

FIG. 2A illustrates a geographical view of the regional vehicle assembly shown in FIG. 1 according to various embodiments of the present disclosure.

FIG. 2B illustrates an example of operating parameters of the regional vehicle assembly shown in FIGS. 1 and 2A according to various embodiments of the present disclosure.

FIG. 3A illustrates an example primary cell and FIG. 3B illustrates an example manufacturing bill-of-materials defining the primary cell according to various embodiments of the present disclosure.

FIG. 4 illustrates an example primary vehicle structure bill-of-materials according to various embodiments of the present disclosure.

FIG. 5A illustrates an example exterior and interior component manufacturing bill-of-materials according to various embodiments of the present disclosure.

FIG. 5B further illustrates the example exterior and interior components manufacturing bill-of material in FIG. 10A according to various embodiments of the present disclosure.

FIG. 6 illustrates an example block diagram of a primary cell manufacturing line employed at the regional sites according to various embodiments of the present disclosure.

FIG. 7 illustrates an example block diagram of the primary cell assembly line employed at the regional sites according to various embodiments of the present disclosure.

FIG. 8 illustrates an example vehicle assembly line employed at the assembly point-of-sale according to various embodiments of the present disclosure.

DETAILED DESCRIPTION

Aspects of the regional vehicle assembly are described herein. In one embodiment, the regional vehicle assembly includes the regional sites, the assembly point-of-sale, and the sales/service point-of-sale. The regional vehicle assembly performs a process of manufacturing, assembly, and distribution of a vehicle, among other resources.

The regional vehicle assembly includes aggregating or collecting organizing the plurality of confirmed vehicle orders from the plurality of the points-of-sale located in various geographic locations and/or regions. It then identifies a subset of the plurality of confirmed vehicle orders into one or more groups of orders, and then directs the regional sites to manufacture and assemble the primary vehicle structure, and exterior and interior components as specified in the groups of orders, based on one or more process factors such as capacity utilization, type of vehicle order (e.g., sedan, truck, exterior color, option content, etc.), order-to-delivery time and proximity of the regional sites to the assembly point-of-sale. The regional sites deliver the primary vehicle structure and exterior and interior components to the assembly point-of-sale in accordance with the assembly point-of-sale confirmed vehicle orders.

According to aspects of the embodiments, the regional vehicle assembly generates and provides a vehicle assembly sequence on a vehicle assembly line at the assembly point-of-sale. Based on the vehicle assembly sequence, the assembly point-of-sale directs the primary vehicle structure and exterior and interior components to the vehicle assembly line, for example, for assembly of the confirmed vehicle order according to the vehicle assembly sequence.

Once the confirmed vehicle order is assembled, being defined by the vehicle bill-of-materials, it is assigned a unique vehicle identifier according to automotive industry standards, processed through a quality verification process of various vehicle functional aspects. The assembly point-of-sale distributes the confirmed vehicle order to a client, to the sales/service points-of-sale or it can be stored at the assembly point-of sale for inventory. By aggregating confirmed vehicle orders from various geographic locations and/or regions, and co-ordinating vehicle manufacturing and assembly processes, based upon one or more process factors, the embodiments provide new ways to increase efficiency in the automotive industry.

The manufacturing and assembly of the primary vehicle structure and the exterior and interior components, and the assembly and distribution of the vehicle may be located at one or more geographical locations (e.g. states) or may be located among one or more geographical regions (e.g. plurality of states) including one of more regional sites, one or more assembly points-of-sale, and one or more sales/service points of sale, respectively. By geographically dislocating, in part or in their entirety, the manufacturing and assembly of the primary vehicle structure, the exterior and interior components, and the vehicle assembly, and co-ordinating the manufacturing and assembly processes at the regional sites and the assembly point-of-sale, the embodiment provides new ways to reduce order-to-delivery time and improve capital efficiency within the automotive industry.

In other aspects of the embodiments, the regional sites are capable of manufacturing and assembling the primary vehicle structure and the exterior and interior components into a sub-assembly or a module and delivering the sub-assembly or module to other regional sites, or to the assembly points-of-sale. As referred to herein the meaning of a sub-assembly or module is interchangeable and can comprise any combination of components or component groups either geometrically or functionally related. For example, the regional sites can assemble a chassis module, as described in further detail below, including one or more components or component groups. To effectively assemble the chassis module, the regional vehicle assembly process includes identifying the related components or component groups of the chassis module being defined by the exterior and interior manufacturing bill-of-material, and arranging assembly of the identified related components or component groups contemporaneously at the regional sites including, for example, the brakes, the suspension, and the steering, and error proofing the chassis module before delivery to other regional sites, or to the assembly points-of-sale. By identifying and arranging contemporaneously the manufacturing and assembly of the primary vehicle structure, and exterior and interior components into a sub-assembly or module, or a plurality of sub-assemblies or modules, and coordinating delivery with the assembly point-of-sale, the embodiments described herein provide new ways to reduce the vehicle order-to-delivery time and improve capital efficiency within the automotive industry.

In the interest of clarity, not all features of an actual implementation are described in this disclosure. It will, of course, be appreciated that in the development of any such actual embodiment, numerous design, manufacturing, assembly, and process quality control factors must be considered to manufacture, assemble and deliver the primary vehicle structure and exterior and interior components, and assemble the vehicle being defined by the vehicle manufacturing bill-of-material. Moreover, it should be understood that some of the factors may be supplemented with additional factors or that the order of some of the factors may be changed without deviating from the present disclosure. It is noted that the embodiments are not limited to the manufacture and assembly of any particular type(s) of the primary vehicle structure from any particular type(s) of materials and the manufacturing and assembly of any particular type of vehicle. Further, the primary cell and closures, may be comprised of a combination of composites, ferrous and non-ferrous materials, or any combination thereof. Instead, the embodiments described herein can be applied to the manufacture and assembly of a wide array of primary vehicle structures, exterior and interior components, and types of vehicles.

FIG. 1 illustrates the regional vehicle assembly 100 according to various embodiments of the present disclosure. The regional vehicle assembly 100 includes the assembly point-of-sale 120, the sales/service point-of-sale 125, and the regional site for the primary vehicle structure 172, and the regional site for the exterior and interior components 182. (collectively “regional sites 172 and 182”, individually “regional site 172 or regional site 182”).

The assembly point-of-sale 120, the sales/service point-of-sale 125, and the regional sites 172 and 182, are geographically dislocated. The relative geographic locations of the regional sites 172 and 182, the assembly point-of-sale 120, and the sales/service point-of-sale 125 are illustrated in further detail below with reference to FIG. 2A, and the embodiments can be organized and/or situated in other ways than that shown. The regional sites 172 and 182 can include a combination of manufacturing, sub-assembly, module, assembly, and logistics processes. Further, the regional sites 172 and 182 may be organized in parallel or in series manufacturing and assembly processing depending upon the embodiment.

Although not shown in FIG. 1 the regional vehicle assembly 100 facilitates two-way/data communication between the assembly point-of-sale 120, the sales/service point-of-sale 125, and the regional sites 172 and 182, among other resources.

In this context, both the assembly point-of-sale 120, and the sales/service point-of-sale 125 may configure the vehicle order 130, submit the vehicle order 140, and confirm the vehicle order 150 (e.g. confirm build combination of vehicle as configured). Additionally, the assembly point-of-sale 120 is capable of a vehicle assembly 121, a vehicle distribution 122, and a vehicle service 123, and the sales/service point-of-sale 125 is capable of the vehicle distribution 122 and the vehicle service 123. The assembly point-of-sale 120 can distribute 122 the confirmed vehicle order 150 to at least one client, the sales/service point-of-sale 125, and store in inventory.

In operation, the regional vehicle assembly 100 aggregates the plurality of confirmed vehicle orders 150 from the at least one of the assembly point-of-sale 120, and the sales/service point-of sale 125. The plurality of confirmed vehicle orders can be received over time, for example, and transmitted to the regional site 172 for manufacturing and assembly of the primary vehicle structure 171, and to the regional site 182 for manufacturing and assembly of the exterior and interior components 181.

Upon receipt of the plurality of confirmed vehicle orders 150, the regional vehicle assembly 100 identifies a subset of the plurality of confirmed vehicle orders into a group of orders, based in part on one or more process factors such as capacity utilization, type of vehicle order (e.g., sedan, truck, exterior color, option content, etc.), order-to-delivery time and proximity of the regional sites to the assembly point-of-sale as described in further detail below with reference to FIGS. 5, 6 and 7. By identifying the plurality of confirmed vehicle orders 150 into a group of orders from a plurality of the assembly points-of sale 120 and the sales/service points-of sale 125 and coordinating manufacturing and assembly of the primary vehicle structure 171 and the exterior and interior components 181, the regional vehicle assembly 100 provides new methods to reduce order-to-delivery times and improve capital efficiency within the automotive industry.

In this embodiment the primary vehicle structure 171, being defined by the primary vehicle structure bill-of-materials 170, is manufactured and assembled at the regional site 172. The primary vehicle structure 171 is described in further detail below with reference to FIGS. 3A, 3B and 4. The primary vehicle structure 171 can be representative of one or more sections or portions of materials and other related components of the component level 405 as described further in FIG. 4. but not limited to, painted closure panels, primary cell hardware, glazing/glass, front/rear facias, painted exterior trim, cell structure sealants, and fasteners as described in further detail below with reference to FIGS. 3A, 3B, 4 and 5. In other embodiments, depending upon the confirmed vehicle order 150, based in part on the type of vehicle ordered (e.g., sedan, truck, exterior color, option content, etc.) and other process factors, the primary vehicle structure 171 may be delivered 190 to the assembly point-of-sale 120 as sub-assemblies or modules.

The exterior and interior component 181, being defined by the exterior and interior components manufacturing bill-of-materials 180, are manufactured and assembled at the regional sites 182. The exterior and interior components 181 are described in further detail below with reference to FIG. 5. The exterior and interior components 181 can be representative of one or more sections, components, portions of materials and other related components as described further in FIG. 5. Depending upon the confirmed vehicle order 150, based in part on the type of vehicle ordered (e.g., sedan, truck, exterior color, option content, etc.) and other process factors, the exterior and interior components 181, may be delivered 190 to the assembly point-of-sale 120, as sub-assemblies or modules, as referred to herein.

The assembly point-of-sale 120, is configured to assemble 121 the confirmed vehicle order 150 by a vehicle assembly sequence 835, being defined by the vehicle manufacturing bill of material 160, as described in further detail below with reference to FIG. 8.

After the confirmed vehicle order 150 is assembled 121, the assembly point-of-sale 120 assigns an unique vehicle identifier to the confirmed vehicle order 150, and distributes 122 the confirmed vehicle order 150 to at least one client and the sales/service point-of-sale 125. The assembly point-of-sale 120 and the sales/service point-of sale 125 are both capable of vehicle servicing 123 the confirmed vehicle order 150.

FIG. 2A illustrates a geographical view of the regional vehicle assembly 100 shown in FIG. 1 according to various embodiments of the present disclosure. In addition to the regional vehicle assembly 100, the assembly point-of-sale 120, the sales/service point-of-sale 125, the regional sites 172 and 182, the primary vehicle structure 171, and the exterior and interior components 181 shown in FIG. 1, FIG. 2A further illustrates an example group of orders 600 of the plurality of confirmed vehicle orders 150, a plurality of geographic locations (e.g. states) 202, 204 and 206 and a geographic region 210 (e.g. a plurality of states).

The example group of orders 600 can be embodied as the plurality of confirmed vehicle orders 150 identified over time from the plurality of at least one of the assembly points-of-sale 120 and the sales/service points-of-sale 125, situated at different geographic locations (e.g. states) or geographic regions (e.g. plurality of states) In that context, although not shown in FIG. 2A, the group of orders 600 can be based on the type of vehicle ordered (e.g., sedan, truck, exterior colour, option content, etc.) and other process factors without limitation. Further, the types of vehicles ordered can also comprise vehicle factors including vehicle platform, vehicle architecture, vehicle model variants, and multi-variant build combinations, among other factors.

For example, if the plurality of confirmed orders 150 originates in the geographic location within the state of Michigan 202, the regional vehicle assembly 100 can aggregate those confirmed vehicle orders 150 into a group of orders 602 for manufacturing and assembly of the primary vehicle structure 171 at the regional site 172, and the exterior and interior components 181 at the regional site 182, based in part on the group of orders 602, and the regional vehicle assembly 100 can arrange for vehicle assembly 121 at the assembly point-of-sale 120 (FIG. 8) located within the state of Michigan 202. Further, if the plurality of confirmed vehicle orders 150 originates from the geographic location within the state of Texas 204, the regional vehicle assembly 100 can aggregate those confirmed vehicle orders 150 into a group of orders 604 for manufacturing and assembly of the primary vehicle structure 171 at the regional site 172, and the exterior and interior components 181 at the regional site 182, based in part on the group of orders 602, and the regional vehicle assembly 100 can arrange for vehicle assembly 121 at the assembly point-of-sale 120 located with the state of Texas. 204. Still further, if the plurality of confirmed vehicle orders 150 originates in the geographic location within the state of California 206, the regional vehicle assembly 100 can aggregate those confirmed vehicle orders 150 into a group of orders 606 for manufacturing and assembly of the primary vehicle structure 171 at the regional site 172, and the exterior and interior components 181 at the regional site 182, based in part on the group of orders 602, and the regional vehicle assembly 100 can arrange for vehicle assembly 121 at the assembly point-of-sale 120 (FIG. 8) located within the state of California 206. Any given group of the orders 602, 604, and 606, can be associated with one or more of the pluralities of the confirmed vehicle orders 150 in any given geographic location.

FIG. 2A further illustrates a group of orders 600 of the confirmed vehicle orders 150 can be identified over time from the plurality of at least one of the assembly points-of-sale 120 and the sales/service points-of-sale 125 at different geographic regions (e.g. plurality of states). For example, if the plurality of confirmed orders 150 originates in the geographic region 210, encompassing, at least in part, the states of Florida, Georgia, Alabama, South Carolina, Tennessee and Mississippi, the regional vehicle assembly 100 can aggregate those confirmed vehicle orders 150 into a group of orders 610 (e.g. 410 vehicles) for manufacturing and assembly of the primary vehicle structure 171 at the regional site 172, and the exterior and interior components 181 at the regional site 182, based in part on the group of orders 602, and the regional vehicle assembly 100 can arrange for vehicle assembly 121 at the assembly point-of-sale 120 (FIG. 8) located within the geographical region (e.g. plurality of states) 210. Any given group of the orders 610, can be associated with one or more of the pluralities of the confirmed vehicle orders 150 in any given geographic region.

Within the at least one of the geographic locations 202, 204 and 206, and the geographic region 210, the regional sites 172 and 182 can be located in proximity to the assembly points-of-sale 120 and the sales/service points-of-sale 125.

As described in further detail below with reference to FIG. 5 the regional sites 182 can be configured to manufacture and assemble the exterior and interior components 181 and deliver 190 the exterior and interior components 181 to the assembly point-of sale 120.

As described in further detail below with reference to FIGS. 6 and 7 the regional site 172 can be configured to manufacture and assemble the primary vehicle structure 171 and deliver 190 the primary vehicle structure 171 to the assembly point-of sale 120.

The regional sites 172 and 182 can be embodied as any suitable type of site/s for manufacturing and assembly, including but not limited to process control, inventory storage, logistics, and material handling for the group of orders 600 and delivery 190 as shown in FIG. 1.

As described in further detail below with reference to FIG. 8, the assembly point-of sale 120 can be embodied as an arrangement of one or more assembly stations, conveyors, and associated assembly processes required by the assembly point-of-sale 120 to assemble 121 the confirmed vehicle order 150 defined by the vehicle manufacturing bill-of-material 160 on a vehicle assembly line 850 according to a vehicle assembly sequence 835 (FIG. 8).

The relative locations of the assembly point-of sale 120, the sales/service point-of sale 125, and the regional sites 172 and 182 are illustrated in FIG. 2A, and these embodiments can be organized and/or located in other ways than that shown. Generally, by locating and operating the regional sites 172 and 182 in proximity to the assembly point-of-sale 120, according to an example operating parameters 250 as described in further detail below with reference to FIG. 2B, the embodiments described herein provide new ways to reduce vehicle order-to-delivery time and improve capital efficiency within the automotive industry.

FIG. 2B illustrates an example group of operating parameters 250 of the regional vehicle assembly shown in FIGS. 1 and 2A according to various embodiments of the present disclosure. For illustration purposes, in the following example, the group of operating parameters 250 includes a group of operating metrics 251, comprising a vehicle distribution metric 252, a vehicle assembly metric 254, and an aggregate number of points-of sale metric 256.

For example, the vehicle distribution metric 252 numerically shows the vehicle distribution 252 of 50,000 confirmed vehicle orders distributed annually comprising at least 25,000 vehicles distributed annually from the plurality of assembly point-of sale 120, and 25,000 vehicles distributed annually from the plurality of sales/service point-of sale 125. In this context, the assembly point-of sale 120 is configured to numerically assemble the vehicle assembly metric 254 of 50,000 vehicle annually at a rate of four vehicles/day over a period of two hundred fifty working days. Thus, for example; there can be an aggregate number of fifty assembly point-of-sales 120 and an aggregate number of fifty sales/service points of-sale 125 situated in diverse geographic locations and/or regions as discussed above with reference to FIG. 2A.

Although the description of the operating parameters 250 embodiment is generally provided in the context of the manufacturing and the assembly of confirmed vehicle orders 150, it is noted that the embodiment is not limited to the descriptive types of the operating metrics 251 shown in FIG. 2B. Instead, the operating metrics 251 can include other descriptive types including but not limited to amount and value of vehicle inventory, vehicle assembly cycle time, and order-to-delivery time, logistics costs, among other factors.

Further, in some embodiments, the operating metrics 251 embodiment is not limited to the numerical values shown in FIG. 2B. For example, the vehicle distribution metric 252 can be numerically different than that shown in FIG. 2B. Additionally, the vehicle assembly metric 254, and the aggregate number of points-of-sale metric 256 may also be different than that shown in FIG. 2B. In other embodiments, the aggregate number of points-of-sale 256 can be increased or decreased within a geographic location and/or region as discussed above with reference to FIG. 2A. Still, in other embodiments the number of working days (e.g. 250) can be increased or decreased.

The operating parameters 250 can be configured based upon the group of orders 600 for a given geographic location and/or region (FIG. 2A). For example, in one embodiment there may be one assembly point-of-sale 120 in a given geographic location (e.g. state) while in other embodiments there may be the plurality of assembly points-of sale 120 in a given geographic location (e.g. state). Alternatively, the number and location of the sales/service points-of-sale 125 can be configured based upon the confirmed vehicle order 150 in a given geographic region (e.g. plurality of states), and the embodiments can be organized and/or distributed in other ways than that shown.

FIG. 3A illustrates an example primary cell 300 according to various embodiments of the present disclosure. The example is representative of the shape and extent of the primary cell 300 but does not necessarily define information for manufacturing and assembly of the primary cell 300.

FIG. 3B illustrates an example primary vehicle structure manufacturing bill-of-materials 170A according to various embodiments of the present disclosure. The primary vehicle structure manufacturing bill-of-material 170A defines the individual parts of the primary cell, and the manufacturing and assembling of the individual parts of the primary cell 300 as shown in FIG. 3A including a component level 301, a part number 302, a manufacturing type 303, a process designator 304, and a quantity 305 required to manufacture and assemble the primary cell 300 in accordance with the confirmed vehicle order 150. Although not shown in FIG. 3B, the primary vehicle structure bill-of-material 170A can also include assembly specifications, in-process quality testing, joining methods, and an order of manufacturing and assembly operations, as described in further detail below in FIGS. 6 and 7.

In this embodiment shown in FIG. 3B the primary cell 300 includes a front bulkhead 308; a floor 310 consisting of a front floor 311, a rear floor 312, and cross brace 330. In another embodiment, the floor 310 may consist of only one component. In still another embodiment, the floor 310 may consist of several components, sub-assemblies, or modules. Fitted to the floor 310 is a cross brace 330. In another embodiment, additional cross braces 330 may be added as needed. To the rear of the primary cell 300 is a rear valance 313. The left hand and right hand variations (e.g. LH/RH) side panels 328 and 329 are comprised of LH/RH A-pillars 320 and 321, LH/RH B-Pillars 322 and 323, LH/RH C-Pillars 324 and 325, LH/RH inner C-Pillars 326 and 327, and LH/RH side sills 340 and 341. In another embodiment, the LH/RH side panels 328 and 329 may comprise one sub-assembly or module. In still another embodiment, LH/RH side panels 328 and 329 may consist of several components including an inner and outer panel component. A roof 360 comprising a side cant rail 342 and side cant rail 343, LH/RH side cant rails 350, 351. In another embodiment, the front and rear cant rails 350, and 351 may not be needed depending upon the confirmed vehicle order 150. In still another embodiment, the roof 360 may include a number of cross braces. Further, the primary cell 300, may be comprised of a combination of composites, ferrous and non-ferrous materials, or any combination thereof. Instead, the embodiments described herein can be applied to the manufacture and assembly of a wide array of primary vehicle structures, and types of vehicles.

Although not depicted in FIG. 3A, the primary vehicle structure manufacturing bill-of-material 170A includes joining materials 370 required for joining and fastening the components levels 301 to assemble the primary cell 300.

The primary vehicle structure manufacturing bill-of-materials 170A is provided by way of example of the types of technical information that can be included or defined in a manufacturing bill-of-material, but is not intended to be limiting, as the technical information requirements of the confirmed vehicle order 150 will vary.

Further, the primary vehicle structure manufacturing bill-of-materials 170A is not necessarily representative of the format of the types of technical information that can be included or defined in a manufacturing bill-of-material. In various embodiments, the primary vehicle structure manufacturing bill-of-materials 170A can be embodied as computer aided software, digital or electronic files or other types of computer aided drawings.

Thus, the regional vehicle assembly 100 can monitor the manufacturing operations being defined by the primary vehicle structure manufacturing bill-of-material 170A as described in further detail below with reference to FIGS. 6 and 7, along with the exterior and interior components manufacturing and assembly operations as described in further detail below with reference to FIG. 5, and the vehicle assembly operations as described in further detail below with reference to FIG. 8.

FIG. 4 illustrates an example primary vehicle structure manufacturing bill-of-materials 170B according to various embodiments of the present disclosure. As compared to the primary vehicle structure manufacturing bill of materials 170A, the primary vehicle structure bill-of-materials 170B further includes manufacturing and assembly processing for the assembly related primary vehicle structure components. In this embodiment, a component level 405, and an associated component description 408 is provided in accordance with the confirmed vehicle order 150, including the primary cell 300 as referenced in FIG. 3B, painted closure panels 480; primary cell hardware 481; glazing/glass 482; front/rear facias 48; painted exterior trim 484; cell structure sealants 485; and fasteners 486. Although not shown in FIG. 3B, the primary vehicle structure manufacturing bill-of-materials 170B can also include assembly specifications, in-process quality testing, joining methods, and an order of assembly operations for the manufacturing and assembly of exterior and interior components 181.

As discussed above with reference to FIGS. 3A and 3B, the primary vehicle structure manufacturing bill-of-materials 170B is not necessarily representative of the format of the types of technical information that can be included or defined in a manufacturing bill-of-materials. In various embodiments, the primary vehicle structure manufacturing bill-of-materials 170B can be embodied as computer aided software, digital or electronic files or other types of computer aided drawings. The manufacturing and assembly process primary vehicle structure manufacturing bill-of-material 170B can be communicated to the primary cell manufacturing and assembly regional site 172, the exterior and interiors manufacturing and assembly components regional site 182 by the regional vehicle assembly 100.

Based upon, the primary vehicle structure manufacturing bill-of-materials 170A and 170B, the regional site 172, for example, can be setup for manufacturing and assembling using types of equipment to aggregate and match same color painted components such as the painted closure panels 480 and the painted exterior trim 484 among the confirmed vehicle orders 150 to provide new ways to reduce order-to-delivery time and increase capital efficiency.

Additionally, aggregating one or more subsets of the confirmed vehicle orders 150 into a group of the orders 600, based in part on vehicle type ordered, (e.g., sedan, truck, exterior color, option content, etc.), and other process factors, provides for manufacturing and assembly efficiency of the similar component level 405. For example, a group of orders may include a two-door model vehicle type with a specified exterior colour and interior trim option. Accordingly, regional site 172 will configure the number and types of the component level 405 required for the manufacturing and assembly of the two-door vehicle type and generate instructions to place all component level 405 for the group of orders 600 for the two-door vehicle type in one delivery 190 to the assembly point-of-sale 120. Alternatively, if the group of orders 600 is manufactured and assembled for a plurality of the assembly points-of-sale 120, regional sites 172 will configure the number of group of orders 600 and generate instructions to place the component level 405 associated with the group of order 600 in one delivery 172. By aggregating orders from various geographic locations and/or regions and co-ordinating the primary vehicle structure 171 manufacturing and assembly processes, the embodiments provide new ways to reduce order-to-delivery time and increase capital efficiency in automotive vehicle manufacturing.

FIG. 5A illustrates an example exterior and interior component manufacturing bill-of-material 180 according to various embodiments of the present disclosure. As discussed above, the exterior and interior component bill-of-material 180 defines the individual parts of the exterior and interior component 181, and the manufacturing and assembling of the individual parts of the exterior and interior component 181. Also shown is a component designator 500, in accordance with the confirmed vehicle order 150. Although not shown in FIG. 5, the exterior and interior manufacturing bill-of-material 180 and can include a subset of databases for example, along with any other vehicle specifications, manufacturing and assembly instructions, technical and quality control aspects, and other information.

For example, in this embodiment, the component designator 500 includes a propulsion/powertrain 510, a power system 520, a driveline 525, an exhaust system 530, a powertrain electrical 535, lubrication/oils/fluids 540, fasteners/adhesives 545, a suspension 550, a braking 555, wheels/tires 560, a steering 565, an instrument panel 570, a cockpit 575, interior trim insulation 580, seating 585, heating, ventilation and air conditioning system (e.g. HVAC) 590, an interior electrical 595 and a chassis 598. In some embodiments, the exhaust system 530 may not be necessary based on the type of propulsion/powertrain 510 (e.g. battery electric) specified with the confirmed vehicle order 150. In other embodiments, the power systems 520 can be specified as gasoline, diesel, battery, or fuel cell delivery.

Although the exterior and interior components 181 are generally provided in the context of the manufacturing and assembly of the group of orders 602 as described below with reference to FIG. 5B, it is noted that the embodiments are not limited to these exterior and interior components 181 and can comprise other components, or components referenced with different nomenclature. Further, the exterior and interior bill of material 180 as shown FIG. 5 is provided by way of example, and is not necessarily representative of the format of the types of technical information that can be included or defined in a manufacturing bill-of-material. In various embodiments, the exterior and interior manufacturing bill-of-material 180 can be embodied as computer aided software, digital or electronic files or other types of computer aided drawings.

FIG. 5B further illustrates the example exterior and interior manufacturing bill-of materials 180 in FIG. 5A according to various embodiments of the present disclosure. As compared to FIG. 5A, FIG. 5B further includes a group of orders 602 (FIG. 2A) of the confirmed vehicle orders 150, the chassis 598, as shown in FIG. 5A, the regional site 182, the assembly point-of-sale 120A, and the assembly point-of-sale 120B geographically dislocated (collectively, assembly point-of-sale 120A, and assembly point-of sale 120B). In this context, the group of orders 602 comprises aggregating the confirmed vehicles orders 150 from each of the assembly points-of-sale 120A and 120B, respectively. The chassis 598 is shown processed at the regional site 182 and delivered to each of the assembly point-of-sale 120A and the assembly point of sale 120B in accordance with the confirmed vehicle orders 150 from the assembly points-of-sale 120A and B, respectively. The chassis 598 is shown by way of example of the types of exterior and interior components 181 (FIG. 5A) that can be manufactured and assembled at the regional sites 182, being defined by the exterior and interior manufacturing bill-of-material 180.

The regional vehicle assembly 100 can forward one or more groups of orders 602 (FIGS. 1, and 2A) to one or more regional sites 182 for manufacturing and assembly of exterior and interior components 181. The regional vehicle assembly 100 can also monitor the manufacturing and assembly operations of the regional sites 182 to coordinate manufacturing and assembly processes by the regional sites 182 with the manufacturing and assembly processes being performed by the regional sites 172 and the assembly processes being performed by the assembly points-of sale 120A and 120B, respectively.

The exterior and interior components 181 can be representative of one or more groups of exterior and interior components, sub-assemblies, or modules to be manufactured and assembled for one or more groups of orders 602. For example, as shown in FIG. 5B, when arranging delivery 190 of the chassis 598 to the assembly points-of-sale 120A and 120B, the regional site 182 may be configured to arrange the manufacturing and assembly of the chassis 598 among other exterior and interior components 181 to the extent possible to reduce vehicle order-to-delivery time. Additionally, or alternatively, the regional site 182 may be configured to arrange the chassis 598 manufacturing and assembly to align, either in series or contemporaneously, with the regional site 171 manufacturing and assembly of the primary vehicle structure 171 in accordance with the group of orders 602. In other words, the exterior and interior components 181 may be manufactured and assembled before, during or after the manufacturing and assembly of the primary vehicle structure 171 to the extent that the confirmed vehicle orders 150 can be distributed 122 within the specified order-to-delivery time. Thus, in the regional site 182, for example, the manufacturing and assembly can be set up for operations using that same type of group orders, based upon on the type of vehicle ordered (e.g., sedan, truck, exterior colour, option content, etc.) and other process factors,

Although not shown in FIG. 5B, in still other embodiments the plurality of exterior and interior components 181 can be manufactured, assembled, and delivered 190 as components, sub-assemblies or modules. For example, the chassis 598 can be manufactured, assembled, and delivered 190 to the assembly point-of sale 120A for vehicle assembly 121. In another embodiment, the chassis 598 can be delivered in a plurality of sub-assemblies to the assembly point-of sale 120A, where the chassis 598 is assembled before the vehicle assembly 121 and the primary cell 300 can be mounted and fastened directly onto the chassis 598. In another embodiment, the primary cell 300 can be configured with structural frames mounted to the front and rear of the primary cell 300. These frames can be used to mount the other exterior and interior components 181 including suspension 550, steering 565 and propulsion/powertrain 510. In this embodiment, the power systems 520 can be mounted directly to the primary cell 300. In another embodiment, the primary cell 300 may have a separate chassis 598, and the suspension 550, the propulsion/powertrain 510 and the power system 520 would all be mounted directly to the primary cell 300. Thus, in the regional site 182, for example, the manufacturing and assembly can be set up for operations, based in part on the using that same type of group orders.

The confirmed vehicle orders 150 are delivered 190 to the assembly point-of-sale 120A, and the assembly point-of-sale 120B according to the confirmed vehicle orders 150 by the assembly points-of-sale 120A and 120B, respectively.

Generally, by aggregating confirmed vehicle orders 150 into a group of orders 602 from the plurality of the assembly points-of-sale 120A and assembly point-of-sale 120B and coordinating and monitoring the exterior and interior components 181 manufacturing and assembly processes at the regional site 182, the regional vehicle assembly 100 provides new ways to reduce order-to-delivery time and increase capital efficiency.

FIG. 6 illustrates an example block diagram of a primary cell manufacturing line 605 according to various embodiments of the present disclosure. The primary cell manufacturing line 605 is configured to manufacture the component level 301 (not shown in FIG. 6) being defined by the primary vehicle structure bill-of-materials 170A as discussed above with reference FIG. 3B. Additionally, as shown in FIG. 6, the primary cell manufacturing line 605 includes a raw material inventory 601, an intermediate material station 615, mfg. stations 620, 630, 635, 640, and 650, a clean station 660, a dimensional station 670, and a ship station 680. Further shown in FIG. 6 is the regional site 172A, and the assembly points of sale 120A and 120B.

FIG. 6 also illustrates the group of orders 602 of the confirmed vehicle orders 150 as discussed above with reference to FIG. 5. In that context, the group of orders 602 comprises confirmed vehicles orders 150 from the assembly points-of-sale 120A and 120B, respectively. The regional vehicle assembly 100 can forward one or more groups of orders 602 (FIGS. 1, and 2A) to the regional site 172A for manufacturing of the primary cell 300 being defined by the primary vehicle structure bill-of-materials 170A. The regional vehicle assembly 100 can also monitor the manufacturing and assembly operations of the regional site 172A to coordinate manufacturing and assembly processes of the regional site 172 with the manufacturing and assembly processes being performed by the regional sites 182, and the assembly processes being performed by the assembly points-of sale 120A and 120B, respectively (FIG. 8).

One or more of the component levels 301 (FIG. 3B) can be manufactured at one or more of the regional sites 172. Particularly, depending upon the type of the group of orders 602 being processed, for example, the primary cell manufacturing line 605 can be configured to manufacture individual component levels 301 in one embodiment including, for example, the front bulkhead 308, as discussed above with reference to FIG. 3B.

Additionally, or alternatively, the primary cell manufacturing line 605 can be configured to manufacture component levels 301 such as the roof assembly 360, the front floor 311, the rear floor 312, or the cross brace 330, as referenced above in FIGS. 3A and 3B, for example and without limitation, in which case the primary cell manufacturing line 605 may be using different equipment and resources being defined by the primary cell manufacturing bill-of-materials 170A. Further, aggregating one or more subsets of the confirmed vehicle orders 150 into the group of orders 602, based in part on type of vehicle ordered, (e.g., sedan, truck, exterior color, option content, etc.) and other process factors, provides for manufacturing and assembly efficiency of the similar component levels 301.

As shown in FIG. 6, the raw material inventory 601 includes an example of composite materials being defined by the primary cell manufacturing bill-of-materials 170A as discussed above in reference to FIG. 3B. Thus, an embodiment of the composite materials components level 301 primary cell manufacturing line 605 is illustrated in FIG. 6. In other embodiments, the raw material inventory 601 can comprise ferrous materials, non-ferrous materials, or a combination of composite, ferrous and non-ferrous materials, and are within the scope of the embodiments.

The raw material inventory 601 is stored in creels, (e.g. types of stacked holding devices) drums, sheet form, or in another format. The raw materials inventory 601 is processed into types of the intermediate materials 615 including fabrics, chopped mat, sheet, pellets, or other forms.

As described in further detail below, the primary cell manufacturing line 605 is configured to account for the specifications, such as material type, in the raw material inventory 601, when arranging the various manufacturing stations 620, 630, 635, 640 and 650 and/or generating dimensional control instructions for the dimensional station 670.

The intermediate materials 615 are transferred to the mfg. station 620 that can be embodied as any suitable type of equipment for cutting composites or other materials. Composite cutting is related to cutting or shaping the intermediate material 615 into profiled laminates. The mfg. station 620 may be embodied, for example, as manually operated or automated and can use specialized cutting technology including ultrasonic, laser, oscillating saw, water jet or others.

Profiled laminates are then transferred to the mfg. station 630 where they are stacked. The mfg. station 630 can be embodied as any suitable equipment for stacking plurality of profiled laminates to create multi-laminate stacks, utilizing manual or robotic equipment. Further, the mfg. station 630 can include pick/place or tape laying technology, adjustable vacuums, rollers, clips, hold-down, to hold and/or manoeuvre profiled laminates.

The profiled laminate stacks can be then placed into the mfg. station 635 for pre-forming or pre-shaping, if required. The mfg. station 635 can be embodied as any suitable equipment for preforming profiled laminates stacks and can include hydraulic, hydrostatic, electric, or other press formats and a mold (e.g. tool).

As discussed to above, the regional vehicle assembly 100 can coordinate an efficient manufacturing process for the primary cell 300 by monitoring the use of intermediate materials 615 at mfg. stations 620, 630, and 635, allowing for the group of orders 602 to be manufactured contemporaneously. This embodiment provides new ways to reduce order-to-delivery times and increase capital efficiency within the automotive industry.

The mfg. station 640 can be embodied as any suitable equipment to form the laminates into a desired final net shape. In some embodiments, a single profiled preform (e.g. flat laminate) is inserted into the mfg. station 640, and in other embodiments, a profiled laminate stack can be placed into the mfg. station 640 with inserts and/or other parts required for vehicle functionality. The mfg. station 640 is closed, a chemical resin is injected or placed into the mold and a curing process commences. The heat accelerated curing process can comprise a cold mold (e.g. catalytic cure), hot mold, or some form of chemical reaction.

The cured parts are removed from the mfg. station 640 and transferred to the mfg. station 650 for trimming, hole drilling using manual or automated tools. Additionally, the cured parts also can be fitted with inserts, and/or mounting hardware, manually or using automated tools.

At the clean station 660 the components are cleaned and transferred to the dimensional station 670 that can be embodied as any equipment to assess the physical geometrical dimensional aspects of the component levels 301 manufactured during primary cell manufacturing line 605. Various component quality dimensional measurement methods can be utilized including both contact (e.g. tactile) and non-contact (e.g. 3D) measurement systems using white light, or laser scanner technology. In this context it should be noted that individual mfg. stations 620, 630, 635, 640 and 650 process capability are continually monitored. In some embodiments an assessment of the functional build and vehicle assembly build of the primary cell 300 can be implemented.

In other embodiments the dimensional station 670 can be configured as a coordinate measuring machine for measuring the physical geometrical dimensional aspects of the primary cell 300. The coordinate measuring machine can provide repeatable dimensional range measurements. In other embodiments a static multi-pin test station can be used, where the components are placed onto the pins to check part shape dimensional accuracy.

At the ship station 680 the group of orders 602 are prepared for delivery 190. The regional vehicle assembly 100 is further configured to coordinate an efficient assembly process for the vehicle assembly 121 (FIG. 8). For example, as described in further detail below with reference to FIG. 7, the regional vehicle assembly 100 is configured to generate and communicate assembly instructions to the regional site 172B primary cell assembly line 700.

As shown in FIG. 6, based in part on the order-to-delivery time, the regional site 172A can deliver 190 the group of orders 602 to a regional site 172B for further assembly processing. Alternatively, the regional site 172A can deliver 190 the confirmed group of orders 150 to the assembly points-of-sale 120A and 120B, respectively, in accordance with the confirmed vehicle order 150 associated with the assembly points-of sale 120A and 120B. In some embodiments, the assembly of the primary cell may not be required at the regional site 171A based on the primary vehicle structure manufacturing bill-of-material 170A. Thus, the primary cell assembly process may be omitted at the regional site 172A and/or incorporated with the manufacturing and assembly of the vehicle at the assembly point-of-sale 120 in some embodiments.

Although not shown in FIG. 6, in some cases, one or more of the component levels 301 can be taken directly off the dimensional station 670, packaged at the ship station 680, and delivered 190 to the regional site 172A, or additionally and/or alternatively delivered 190 to the assembly points-of-sale 120A or 120B, or the sales/service point-of-sale 125, as the replacement equipment described above.

The primary cell manufacturing line 605 described herein can include alternative arrangements of transfer conveyors. In other embodiments, the component levels 301 can be transferred among the mfg. stations 620, 630, 635, 640 and 650 using robots or other transfer mechanisms.

FIG. 7 illustrates an example block diagram of a primary cell assembly line 700 at the regional site 172B according to various embodiments of the present disclosure. The primary cell assembly line 700 is configured to assemble the primary cell 300 as shown in FIGS. 3A and 3B. The primary cell assembly line 700 includes assembly stations 705, 710, 715, and 720, a joining station 725, a curing station 730, a metrology station 735, and a ship station 740 among other stations. In this embodiment, the primary cell assembly line 700 is configured as a static assembly structure (e.g. stationary sled) in which various stations are performed. It is noted that although the primary cell assembly line 700 is provided as a representative example of an assembly line for the assembly of the primary cell 300, other assembly stations can include alternative arrangements of framing and joining (e.g. jigs and fixtures) using single or multiple stations, manually or fully automated. In other embodiments, the primary cell assembly line 700 can be moved using robots or other vehicles. In still other embodiments, the primary cell assembly line 700 can be moved manually.

FIG. 7 also illustrates the groups of orders 602 as discussed above with reference to FIGS. 5 and 6. In that context, the group of orders 602 comprises the confirmed vehicles orders 150 from the assembly points-of-sale 120A and 120B, respectively. The regional vehicle assembly 100 can forward one or more groups of orders 602 (FIGS. 1, and 2A) to the regional sites 172B for the assembly of the primary cell 300 being defined by the primary vehicle structure manufacturing bill-of-materials 170A. The regional vehicle assembly 100 can also monitor the assembly operations of the regional site 172B to coordinate the assembly processes of the regional site 172B with the manufacturing and assembly processes being performed by the regional sites 172A and the assembly processes being performed by the assembly points-of-sale 120A and 120B, respectively.

Although as shown in FIG. 7 the regional site 172A is configured to perform the primary cell assembly line 700, alternatively, if a plurality of various primary cells 300 are being requisitioned in accordance with the group of orders 602, the regional vehicle assembly 100 can direct the assembly point-of-sale 120 to perform the assembly process 700 as shown in FIG. 7 to reduce order-to-delivery time and improve capital efficiency.

In this embodiment, the assembly station 705 is configured to assemble the front bulkhead 308 and the floor 310 consisting of the front floor 311, the rear floor 312 and the cross brace 330 (FIG. 3B).

At the assembly station 710, the method includes assembling the LH/RH body side panels 328 and 329. In other embodiments the assembly station 710 may be eliminated and the LH/RH side panels 328 and 329 may be delivered assembled to the regional site 172.

At the assembly station 715, the method includes assembling the roof 360, the roof cant rails 350 and 351, the LH/RH side cant rails 342, and 343, the rear valance 313 and the LH/RH side sills 340 and 341, forming the roof 360. In other embodiments the roof 360 may be delivered assembled to the regional site 172A.

At assembly station 720 the method includes clamping the primary cell 300 to facilitate the joining station 725.

At the joining station 725, an example of a joining process (e.g. fastening adhesives) for composite materials is shown and can be embodied as any suitable equipment and materials for joining the primary cell 300.

At the curing station 730 the joining sequence, the adhesives are cured under a temperature range including various ultraviolet light, heat lamps, laser, catalyst, or other methods. Further, at the curing station 730, additional fittings and/or mounting hardware can be fastened to the primary cell 300.

It is noted that the embodiments described in FIG. 7 facilitate the assembly of the primary cell 300 that uses any one of or a combination of a number of technologies. These technologies may include, but are not limited to, joining and curing equipment and materials required to meet various government mandated vehicle structural integrity specifications, and standardized process controls. Such technologies are generally well known by those skilled in the art and, consequently, are not described in detail herein.

At the metrology station 735, the process includes inspection of dimensional aspects and joining (e.g. adhesives) integrity. In this embodiment adhesives integrity can be checked for quality control by a range of standard techniques.

At the ship station 740 the plurality of confirmed vehicle orders 150 are delivered 190 to the assembly points-of-sale 120A and 120B, respectively in accordance with the plurality of confirmed vehicle orders 150 associated with the assembly point-of sale 120A and 120B, respectively.

FIG. 8 illustrates an example vehicle assembly 121 at the assembly point-of-sale 120A according to various embodiments of the present disclosure. The vehicle assembly 121 includes a vehicle assembly line 850 configured as a static assembly station 810 with a power rotary hook as shown in several perspectives including top, front, front (rotational) and side perspectives. Further the vehicle assembly line 850 includes at least one assembly technician 815, at least one logistic support technician 820, and at least one functional test technician 825. It is noted that FIG. 8 is provided as a representation of the vehicle assembly line 850 configured to perform the vehicle assembly 121, and other embodiments can include alternative arrangements of conveyors, lifts, platforms, and additional stations. In other embodiments, the vehicle assembly line 850 can be moved along a power overhead conveyor. In still other embodiments the vehicle assembly line 850 can be moved manually.

FIG. 8 also illustrates the group of confirmed vehicle orders 150 as discussed above with reference to FIGS. 5, 6 and 7. In this context, the example of confirmed vehicles orders 150 include the plurality of confirmed vehicle orders (e.g. 8 vehicles) aggregated by the assembly point-of sale 120A. The regional vehicle assembly 100 can forward groups of orders (FIGS. 1 and 2A) to the assembly points-of-sale 120A for the vehicle assembly 121 being defined by the vehicle manufacturing bill-of-materials 160. Thus the regional vehicle assembly 100 can facilitate two way communication and also monitor the assembly operations of the assembly point-of sale 120A to coordinate the vehicle assembly processes of the assembly point-of-sale 120A with the manufacturing and assembly processes being performed by the regional sites 172A, 172B and 182, based in part on the order-to-delivery time and other processes factors.

As shown in FIG. 8, in this embodiment, the primary cell 300 is delivered 190 from the regional site 172A to the assembly point-of-sale 120A. Contemporaneously, the assembly related primary vehicle structure components 405 and the exterior and interior components 181 are delivered 190 from the regional sites 172 and 182, respectively, to the assembly point-of-sale 120A. The logistic support technician 820 monitors the delivery 190 and directs the primary cell 300, the primary vehicle structural components 301, and the exterior and interior components 181 to the static assembly station 810 according to direction provided by the assembly technician 815.

As described herein, the vehicle assembly line 850 is configured to perform a vehicle assembly sequence 835 being defined by the vehicle manufacturing bill-of-material 160, including the vehicle assembly sequence 835 representing one or more steps or executions, or a combination of steps or executions in an assembly process required for vehicle assembly 121. In one embodiment, the vehicle assembly sequence 835 may comprise assembly steps or executions performed by the assembly technician 815 in series. In another embodiment, the vehicle assembly sequence 835 may comprise assembly steps or executions performed by the assembly technician 815 in parallel. In still another embodiment, the vehicle assembly sequence 835 may comprise assembly steps or executions performed by the assembly technicians 815 contemporaneously, or any combination thereof, until the vehicle is assembled being defined by the manufacturing bill-of-material 160.

In this embodiment, two assembly technicians 815 positioned on either side of the static assembly station 810 are shown in FIG. 8. In other embodiments two assembly technicians 815 can be positioned on the same side of the static assembly station 810 depending upon the confirmed vehicle order 150 being assembled. In still other embodiments there may be additional assembly technicians 815 positioned at or near the static assembly station 810.

As part of the vehicle assembly sequence 835, one or more of the assembly related primary vehicle structure components 405, and the exterior and interior components 181 can be assigned for placement into the static assembly station 810. Particularly, depending upon the type of the confirmed vehicle orders 150 being assembled, the logistic support technician 820 can generate instructions for placing the primary vehicle structure components 405 and the exterior and interior components 181 near the static assembly station 810. In one embodiment, the assembly related primary vehicle structure 405 and the exterior and interior components 181 may be transferred to the static assembly station 810 using gravity chutes, intermediary conveyors, or other mechanisms.

Although not shown in FIG. 8, the assembly point-of-sale 120A can be directed by the regional vehicle assembly 100 to perform the assembly of the primary cell 300 on the primary cell assembly line 700 as discussed above in reference with FIG. 7, to reduce order-to-delivery time.

As part of the vehicle assembly sequence 835, the assembly point-of-sale 120A verifies the quality certification of the vehicle assembly line 850 and the vehicle assembly sequence 835 according to standardized process controls, as defined by the vehicle manufacturing bill-of-material 160. In one embodiment verifying the quality certification of the vehicle assembly line 850 and the vehicle assembly sequence 835 can include assembling a plurality of vehicles (e.g. pre-production), as necessary, to verify the quality certification.

Similarly, for illustrative purposes, FIG. 8 shows the functional test technician 825 positioned to check and verify various functional aspects of the confirmed vehicle order 150 including static and dynamic testing including but not limited to wheelbase geometry adjustment, headlights adjustment, driver assisting systems functionality, roller dynamometer as well as other vehicle functionality testing as defined by the vehicle manufacturing bill-of-material 160.

Once the vehicle assembly sequence 835 is completed, the unique vehicle identifier is assigned to the confirmed vehicle order 150, and the assembly point-of-sale 120A distributes 122 the confirmed vehicle order 150 based in part on the unique vehicle identifier. In one embodiment the assembly point-of-sale 120A distributes 122 the confirmed vehicle order 150 to a client. In other embodiments the assembly point-of-sale 120A distributes 122, the confirmed vehicle order vehicle 150 to the sales/service point-of-sale 125. In still other embodiments the assembly point-of-sale stores the confirmed vehicle order 150 in inventory.

The flowcharts, block diagrams and schematics are representative of certain processes, functionality, and operations of embodiments discussed herein. Each block may represent one or a combination of steps in a process. Although the flowcharts, block diagrams and schematics illustrate a specific order, it is understood that the order may differ from that which is depicted. For example, an order of processing of two or more blocks may be combined relative to the order shown. In addition, the vehicle assembly sequence 835 shown in FIG. 8, may be conducted concurrently, contemporaneously, or off-station. Further, in some embodiments, one or more of the blocks shown in FIGS. 4, 6, 7, and 8 may be skipped or omitted. In addition, any number of in-assembly process checks, dimensional verification, or documentation might be added to the methods described herein, for purposes of quality and functionality performance measurement. It is understood that all such variation is within the scope of the present disclosure.

Also, any standardized process controls discussed herein may be embodied as a production part approval process (e.g. PPAP) as a means to verify the reliability and repeatability of the individual manufacturing and assembly processes and is shown by way of example of the types of manufacturing and assembly process verification procedures used within the automotive industry. Other processes, procedures, and nomenclature to verify the reliability and repeatability of vehicle manufacturing and assembly production processes, including vehicle assembly build quality controls, may also be employed. Additionally, sub-assembly and module processes as noted herein may include error proofing controls, including without limitation, vision systems, tools calibration, and statistical process controls, among other techniques.

The unique vehicle identifier described herein can include, without limitation, for example a Vehicle Identification Number (VIN), a World Manufacturers Identifier (WMI), a Certificate of Motor Vehicle Compliance, and any other information, data, regulation and vehicle labelling required within the automotive industry.

It should be emphasized that the above-described embodiments of the present disclosure are merely possible examples of implementation set forth for a clear understanding of the principles of the disclosure. Many variations and modifications may be made to the above-described embodiment(s) without departing substantially from the spirit and principles of the disclosure. All such modifications and variations are intended to be included herein within the scope of this disclosure and protected by the following claims. 

1. A system, comprising: a point-of-sale capable of confirming a vehicle order, and a regional site capable of manufacture and assembly of a primary vehicle structure, and an exterior and interior component, based in part on a type of a confirmed vehicle order.
 2. The system of claim 1, wherein the point-of-sale further comprising an assembly point-of-sale capable of assembly, distribution and service of the confirmed vehicle order, and a sales/service point-of-sale capable of distribution and service of the confirmed vehicle order.
 3. The system of claim 1, further comprising a plurality of points-of-sale located at various locations, and a plurality of regional sites located in proximity to the plurality of points-of sale.
 4. A method, comprising; aggregating, a plurality of confirmed vehicle orders from at least one point-of-sale, at least one of the plurality of confirmed vehicle orders being defined by a vehicle manufacturing bill-of-material; identifying, a subset of the plurality of confirmed vehicle orders into a group of orders based in part on a type of vehicle specified in the subset of the plurality of orders; arranging, the plurality of regional sites to manufacture, and assemble the primary vehicle structure and the exterior and interior component of at least one confirmed vehicle order; and coordinating, the assembly point-of-sale to assemble at least one confirmed vehicle order, based in part on the at least one primary vehicle structure and the at least one exterior and interior component.
 5. The method of claim 4, wherein the vehicle manufacturing bill-of-material includes a primary vehicle structure bill-of-materials defining individual parts of the primary vehicle structure, and the manufacturing and assembly of the individual parts of primary vehicle structure of at least one confirmed vehicle order; and an exterior and interior manufacturing bill-of-material defining the individual parts of the exterior and interior component, and the manufacturing and assembly of the individual parts of the exterior and interior component of at least one confirmed vehicle order;
 6. The method of claim 4, wherein arranging, by the at least one regional site to manufacture and assemble the primary vehicle structure for the at least one confirmed vehicle order, comprises preparing, the regional site to manufacture, assemble and deliver to the assembly point-of-sale the primary structure based in part on an order-to-delivery time specified for the at least one confirmed vehicle order.
 7. The method of claim 4, wherein arranging, at the at least one regional site to manufacture, assemble the exterior and interior component by the at least one confirmed vehicle order comprises preparing, the regional site to manufacture, assemble and deliver to the assembly point-of-sale the exterior and interior components based in part on the order-to-delivery time specified by the at least one confirmed vehicle order.
 8. The method of claim 6, further comprising, assigning the manufacturing of the primary vehicle structure to the regional site and the assembly of the primary vehicle structure to at least one other regional site and the assembly point-of sale, based in part on a capacity utilization factor for at least one of the regional site and the assembly point-of-sale.
 9. The method of claim 7, further comprising: assigning the manufacturing of the exterior and interior component to the regional site and the assembly of the exterior and interior component to at least one other regional site based in part on the capacity utilization factor for at least one of the individual regional sites.
 10. The method of claim 4, wherein co-ordinating, the assembly point-of-sale to assemble at least one the confirmed vehicle order comprises: developing, for the assembly point-of-sale, a vehicle assembly sequence to assemble at least one confirmed vehicle order.
 11. The method of claim 10, further comprising verifying, a quality certification of a vehicle assembly line, based in part on the vehicle assembly sequence.
 12. The method of claim 10, further comprising: assigning, an unique vehicle identifier for the at least one confirmed vehicle order; and instructing the assembly point-of-sale to distribute the least one confirmed vehicle order, based in part on the unique vehicle identifier.
 13. The method of claim 4, wherein identifying, a subset of the plurality orders into a group of orders based in part on a type of vehicle specified in the subset of the plurality of orders comprises, monitoring at least one of the vehicle assembly sequence, the manufacturing and assembly of the primary vehicle structure, and the manufacturing and assembly of the exterior and interior components for an order in the group of orders; and reorganizing at least one of the vehicle assemble sequence, the manufacturing and assembly of the primary vehicle structure, and the manufacturing and assembly of the exterior and interior components based in part on the order-to-delivery time for an order in the group or orders
 14. The method of claim 6, wherein arranging, the regional site to manufacture, assemble and deliver to the assembly point-of-sale the primary structure based in part on at least one confirmed vehicle order, comprises, assigning the manufacture, assemble, and deliver of the primary vehicle structure to the regional site, based in part upon a physical dimensional property of the primary vehicle structure being defined by the confirmed vehicle order.
 15. The method of claim 6, wherein arranging, the regional site to manufacture, assemble and deliver to the assembly point-of-sale the primary structure based in part on at least one confirmed vehicle order, comprises, assigning the manufacture, assemble, and deliver of the primary vehicle structure to the regional site based in part upon a manufacturing cycle time of the primary vehicle structure being defined by the confirmed vehicle order.
 16. The method of claim 6, wherein arranging, the regional site to manufacture, assemble and deliver to the assembly point-of-sale the primary structure based in part on at least one confirmed vehicle order, comprises, assigning the manufacture, assemble, and deliver of the primary vehicle structure to the regional site based in part upon a joining requirement of the primary vehicle structure being defined by the confirmed vehicle order. 